US2446700A

US2446700A - Throttle control device operable to control reversible pitch propellers

Info

Publication number: US2446700A
Application number: US720258A
Authority: US
Inventors: William M Giles; Clement M Kucera
Original assignee: Consolidated Vultee Aircraft Corp
Current assignee: Consolidated Vultee Aircraft Corp
Priority date: 1947-01-04
Filing date: 1947-01-04
Publication date: 1948-08-10
Anticipated expiration: 1965-08-10

Description

Aug. 10, 1948. w. M. GILES ET AL 2,446,700

THROTTLE CONTROL DEVICE OPERABLE To CONTROL REVERSIBLE PITCH PROPELLERS Filed Jan. 4, 1947 3 Sheets-Sheet l INVENTORS Will/am M.6-i/es i y C/emem M. Zucera Wain! ORNEY Aug. 10, 19 w. M. GILES ETAL 2#145,700

THROTTLE CONTROL DEVICE OPERABLE T0 CONTROL REVERSIBLE PITCH PROPELLERS Filed Jan. 4, 1947 3 Sheets-Sheet '2 INVENTORS William M. i/es f By C/emenf M. Zucera Aug. 10, 1948. w. M. GILES EIAL 2,446,700

THROTTLE CONTROL DEVICE OPERABLE TO CONTROL REVERSIBLE PITCH PROPELLERS Filed Jan. 4, 1947 3 Sheets-Sheet 3 3y Clemem M. l(ucera a. v imam Patented Aug. 10, 1948 THROTTLE CONTROL DEVICE OPERABLE TO C'ONTRGL REVERSIBLE PITCH PRO- PELLERS William M. Giles, San Diego, Calif., and Clement M. Kucera, Houston, Tex., assignors to- Consolidated VuItee Aircraftzfiorporation, San Diego, Calif., a corporation of Delaware Application January 4, 1947 Serial No. 720,258

17 Claims. 1

This invention relates to throttle controls and more particularly to an improved form of throttle control operatively associated with a propeller reversing mechanism.

An object of the present invention is to provide an improved form of throttle controlembodying a single manually operated lever which provides full range of engine throttle adjustment in normal operations and which is adapted to be operated to actuate the propeller reversing mechanism and further with the propeller in reverse to provide again engine throttle adjustment.

Another object of the invention resides in the provision of an improved form of throttle control which is adapted to effect the operation of propeller reversing mechanism and comprising means for preventing the" inadvertent movement of the throttle lever beyond its neutral position and to prevent the inadvertent application of propeller braking power too quickly.

A further object of the invention lies in providing an improved throttle control for an airplane wherein the throttle control lever is actuable in a single direction to bring the engine from high R. P. M. condition toidling condition, effect operation of the propeller reversing mechanism and then to again speed up the engine to utilize the propellers in reverse pitch as a braking means for the airplane" in landing.

A still further object of the invention is the provision of an improved form of throttle control for airplanes adapted toeffect the operation ofpropeller reversing mechanism and which isoperatively associated with the airplane landing gear and under the control thereof whereby operation of the propeller reversing mechanism by the throttle control cannot be obtained unless the airplanes landing wheels are incontact with Figure- 3 is a viewillustrating the reverse sideof Figure 1 but with certain parts omitted for clarity;

Figure 4 illustratesthe position of the various parts of' the throttle control mechanism when siti'on in the normal operation of the vehicle; v Figure 5 illustrates the position of the parts when the throttle control lever is' in idling. posii tion;

Figure 6 illustrates the position of the parts after the propeller reversing mechanism hasheen actuated and the throttle control lever actuat ed to increase the speed of the engine to utilize the propeller as a braking agency;

Figure 7 is a side elevational view of the land-- in gear assembly and in" compressed position permitting the operation of an electric switch associated therewith which switch controls the op P eration of a latch associated with the throttle control mechanism; and

Figure 8 is a partial and enlarged view il-lustrating certain of the elements of Figure '7" and their position when the landing gear assembly is extended.

Referring tothe drawings and more par-tic ularly to Figure 1-, the invention is shown ascomprising a suitable manually movable engine throttle lever H3 embodying a handle portion and a circular or disk-like portion H the pe riphery of which is grooved to accept cables H the upper ends of which are securedtothe wheel H at the projections or lugs Ha-' and ms provided thereon whereby movement of' the cables t2 will be secured on movement of the throttle lever Hi. The throttle lever HE is rotatably mounted on a bearing shaft l3 whiclr turn is secured to a supporting pedestal Il located in the pilots compartment to place the throttle lever l0 within convenient reach ofthe pilot for operation by him. The lower ends of cables |'2- areconnected to a sheave-like member I5 which is positioned for rotationon aishaiffp 16 carried by a supporting structure l l corn-f prised of a pair of spaced elongated supporting: brackets Ma and [8b, which brackets are at"- tachedto the framework of the airplane at theand sheave l5 whereby rotation of the former" in clockwise and counterclockwise directions will effect a corresponding rotation of the latter.

Pivotally mounted on the same bearing shaft.

t6 as the sheave I5 isa lever 2l which is com*- prised of two plate-

like members

22 and 23 side by side relation and located spaced from ther, the upper ends of the arms 25 of the

elongated members

22 and 23 at the point where they are connected together are formed, as shown in the drawings and as best seen in Figures 4, 5, and 6, to efiect a projecting portion or latching tip 21, whose function will be hereinafter described.

The plate-like member 22 at the portion 24 thereof is secured, as by welding, to the inwardly directed face of the sheave-like member l5, as best shown in Figure 2, to thereby tie lever 2| to sheave member |5 so that rotation of this latter member |5 by throttle lever I will rotate or pivot lever 2| about the shaft l6. A flanged member 28 through which shaft I5 passes is secured to the side of the other plate-like member 23 of lever 2| to serve as a bracing means therefor.

The lever 2| is provided with a pair of transverse pins 3| and 32, the pin 3| being carried by the elongated arms 25 and located spaced from the upper ends thereof. The second transverse pin 32 is carried at the lower end of lever 2|, passing through aligned apertures provided in sheave l5 and in the portions 24 of lever 2|. Nuts 30 are threaded onto the ends of pins 3| and 32 to retain them in position.

A second pivotally mounted lever 33 is provided on the supporting structure l1 and pivots upon a bearing shaft 34 carried by the supporting brackets |8a and I8!) and which is located on the brackets at a point below the mounting of bearing shaft I6. Lever 33 is directly connected to the engine carburetor in a manner to be described and the movements of lever 33 govern the opening and closing of the engine throttle. The lever 33 embodies two

sector elements

42 and 43 and a flat elongated member 35, the bearing shaft 34 passing through the latter member 35. Elongated member 35 extends for most of its length from the bearing shaft 34 toward the upper end of lever 2| (as is best seen in Figures 1 and 2) and lies disposed in the space provided between the plate-

like members

22 and 23 which comprise lever 2|. This elongated member 35 is adapted to move within this space under certain conditions, as will be explained hereinafter.

1 The upper end of elongated member 35 has formed in its upper end a generally L-shaped locking slot 36, with the entrance to the slot leading inwardly from the edge 31 of the member 35 and with the shorter leg of the L being directed upwardly. A second generally L-shaped locking slot 38 is provided in the elongated member 35, which second slot is located near the shaft 34 which efiects the pivotal mounting for lever 33. The entrance of this second L-shaped slot 38 is directly inwardly from edge 31 of member 35 and has its shorter leg directed generall toward the bearing shaft 34. The slot 36 is adapted to accept the upper transverse pin 3| and the slot 38 is adapted to receive the second transverse pin 32 carried by lever 2| Upper pin 3| on rotative movement of lever 2| cooperates with its slot 36 to effect movement of lever 33 to provide engine throttle adjustments when the throttle lever I0 is actuated between its neutral or engine idling posi- 4 tion and power on position in the normal operation of the vehicle; and lower pin 32 on rotative movement of lever 2| by throttle lever ||l cooperates with slot 38 to effect movement of lever 33 to effect engine throttle adjustments when the propeller is in reverse pitch for braking purposes or for backing up of the vehicle. These movements and the operations of pins 3| and 32 will be more fully discussed hereinafter.

The elongated member 35 of lever 33 is provided with still a third slot 4| of generally arcuate shape and through which extends the bearing shaft 5. The edges defining the two ends of the elongated slot 4| are adapted to be moved into engagement with the shaft l6 as lever 33 is moved by lever 2|-through the pin and slot connections above described. The ends of slot 4| serve as stops to limit the amount of rotative movement to be had by lever 33 and lever 2|, and with lever 2| being connected to throttle lever l0 these stops will determine the extent and amount of movement of the throttle lever H! to effect engine throttle adjustments. The ends of slot 4| serve to locate and define the positions that will be assumed by the throttle lever l0 when the engine is idling and when it is at full power. The arcuate slot 4| is of a determined and sufiicient length that the throttle lever I0 can be advanced from engine-idling position to full power position before a slot end engages shaft IE to stop further travel.

As stated hereinbefore lever 33 in addition to the flat elongated member 35 embodies two

sector elements

42 and 43. These sector elements are rigidly secured to the member 35 by connecting plates 44, or may be secured thereto in any other well known manner or if desired may be formed integrally with member 35. To the

sectors

42 and 43 are secured respectively

cables

45 and 48 which pass over

pulleys

41 and 48 and connect to the carburetor mechanism (not shown). Thus pivotal movement of lever 33 by lever 2| will by actuation of

cables

45 and 46 effect the desired engine throttle adjustments to control the speed of the engine.

Mounted on the supporting structure I1 near the upper end thereof and extending at a rightangle therefrom is a bracket element 51. Positioned on the bracket 51 is a conventional solenoid member 58 having the usual rectilinearly movable core or plunger 59. Located on bracket 51 adjacent the solenoid member 48 is a latching lever 6|. The latching lever 6| is pivotally secured to bracket 51 as by a stud B2 and has an arm 63 which is pivotally joined to the end of plunger 59 as at 64 so that latch 6| will rotate upon its pivot on movement of plunger 59. The latching lever 6| carries a downwardly extending hook portion 65 which is adapted to be engaged by the latching tip 21 provided at the upper end of lever 2|. Movement of the plunger 59 inwardly and outwardly of the solenoid 58 on energization and deenergization of solenoid 58 will effect pivotal movement of latching lever 6| to carry the hook 65 into and out of engaging position with tip 21 of lever 2|. It is readily seen that the hook G5 in its normal or latching position limits the amount of travel, in a clockwise direction, that is to be had by the lever 2|. Throttle lever l0 when it has moved lever 2| to the position where tip 21 thereof engages latch hook 55 lies in its throttle-closing or engine-idling position, as illustrated in Figures 1 and 5. With the solenoid 58 energized and plunger 59 drawn into solenoid 58 the book 65 will be rotated out of 5 latching position and throttle lever H1 is then adapted to rotate further the lever 2| in a clockwise direction to eflect further engine throttle adjustments, as will be more fully described The solenoid 58 is connected to'any .suitable source of electrical power such as a battery, not shown.

To prevent the throttle lever Hi from being 'moved directly through its neutral or engineidling position when latch 6| has been actuated by solenoid 58 to position hook 65 out of the path of movement of tip 21 of lever .21 a means is provided to halt, temporarily, continuous movement of throttle lever 10. This means is comprised cf a slidably mounted spring-biased detent 5| carried by the supporting structure 11 and positioned thereon at a point below the bottom edge 52 of lever 2|. The detent 5| embodies a wheel 53 which is adapted to engage a surface of a cam member 54. The cam member 54- is rigidly afiixed to lever 2| and projects a curved surface 55 below the bottom edge 52 which will-be engaged by the detent 5| when lever 2| is moved beyond the hook 55. Detent 5| serves then to halt the movement of throttle lever H). To move throttle lever I further the operator must apply addi tional manual force which will cause camming surface 55 to over-ride the detent -land; the throttle lever in may then move to efiect the desired engine throttle adjustments. Thus providing detent means as described prevents the pilot from moving the throttle lever Hi from a power on position through its neutral position and without a halt directly into power on position again but with the propeller reversed and thereby prevents the pilot from inadvertently and too quickly applying braking power. The manual force he applies to retreat the throttle lever from a power on position for normal operations will be broken or slowed considerably by detent 5| dependent on the strength with which the pilot is shutting 01f the throttle. It is possible for a pilot to carry throttle lever I0 right through the neutral position by the application of greater force than he ordinarily would use if he deliberately desires to immediately pass into the braking condition. At any rate detent 5| whether it serves to halt throttle lever III or just to. slow its continuous movement down will give warning to the operator that further application of force to the throttle lever ID will mean that this force will be used for braking purposes.

A camming plate 69 is rigidly aflixed to the lever 2! upon the portion 24 thereof and is movable therewith. This camming plate 60 is adapted toeifect actuation of the contact actuating arms 61 of a conventional electric switch 68. which is secured to the outer face of supporting bracket la. The contact actuating arms 61 normally extend through an opening 69 provided in the supporting. bracket Md and into the path of movement of the camming plate 60. The electric switch 58 is provided for the purpose of governing the operation of the propeller reversing mechanism (not shown). On actuation of the contact actuating arms Bl by cam plate 69 to close the contacts of. switch 68 a. circuit is completed to the propeller reversing mechanism to bring about the reversing of propeller pitch which propeller condition is required for the braking operation. In the normal operations of the throttle lever Hi to efiect engine throttle adjustments the camming plate 60 does not pass the opening 69 because lever 21 carrying the plate 60 is engaged by latching lever El and therefore its travel is limited. However, when the latching lever 6| has been moved todisengagefrom lever 2| which occurs when the airplane is on the ground, as will be'hereinafter fully described, the throttle lever I0 is free to move lever 2i further in a clockwise direction. This will carry the camming plate 65 over the contact actuating arms 67 to operate switch 58 to efl'ect actuation of the propeller reversing mechanism and place the propellers in reverse pitch. With the propellers in reverse pitch the throttle lever m can then effect engine throttle adjustments to utilize the power of the engine for braking purposes, or to back the Vehicle.

- The particular construction of the switch 68 forms no part of the present invention and any conventional switch whose contacts are adapted to be moved to circuit making position through actuating arms disposed exteriorly of the switch may be used. 7

Further the details and construction of the propeller reversing mechanism do not constitute a part of this invention. This invention contemplates the use of any conventional propeller reversing mechanism whose automatic operation is under the control of an electric switch remotely located therefrom. a

The operation of the solenoid 58 is under the control of a switch 66 which is located at the retractable landing gear 10. Electrical leads 'l-I interconnect the switch 66 with the solenoid 5d. The switch 66 is of conventional design and includes a slidably mounted contact actuator pin I2 which on movement into the switch housing, by means to be described, is adapted to move the normally engaged contacts, not shown, to disengaged position to break the circuit to the solenoid 58for deenergization thereof. The actuator pin 12 is normally spring biased outwardly and the contacts of switch 66 are normally engaged to complete the solenoid circuit and effect energization of solenoid 58. The particular construction of switch 66 forms no part of the present invention and therefore the specific structural details thereof are not illustrated. Any switch may be used wherein the contacts are normally closed and an actuator pin is provided which will act tohold the contacts in disengaged position.

The retractable landing gear Hi with which switch 66 is associated, as shown in- Figures 7 and 8, is of conventional design and comprises a landing gear wheel 13 rotatably mounted upon an axle 14 carried at the lower end of a piston 15 which is adapted to telescope into a conventional shock absorbing strut cylinder 16 which may be of the oleo-pneumatic type. Suitable scissor type torque links 18 and 11 are pivotally connected respectively to the piston and the cylinder 16. The torque links H and 18 whilepermitting piston 15 to reciprocate within cylinder 16: serve to prevent rotation of the piston 15 relative to the cylinder 16 and thereby act to maintainproper running alignment of the wheel 13 with respect to the airplane.

A usual hydraulically operated actuated rod 8[ is connected to an extension 82 provided on the shock absorbing strut cylinder 16 and serves to retract and extend the landing gear 10 about a usual pivotal connection 83 as required. A strut brace 84 isconnected to the cylinder 16 as at 85-.

A sleeve member 86 is disposed at the lower end;

of cylinder 16 and is provided with an ear portion 81 to which the torque link 77 is pivotally connectedby the bolt 88. A lug 89 is formed on the upper end of torque link H and is adapted to Z5 engage the contact actuator pin 12 of switch 68,.

which switch 66 is also mounted in a suitable manner on sleeve member 86.

. Figure 8 illustrates the normal position of torquelink l! which is assumed when piston 15 is extending from cylinder 16. .In this position of torque link T! the lug 89 carried thereby is forced against the end of actuator pin 12 to move it into the switch housing of switch 66 and effect the disengagement of its contacts, as has been described. This breaks the circuit to the solenoid 58 so that it is normally deenergized.

Onlanding of the airplane and contacting of the landing gear wheel 13 with the ground, piston I will be telescoped into the cylinder 16, as shown in Figure 7; this movement will pivot the torque link 11 about its pivot 88 to carry lug 89 out of engagement with actuator pin 72 which is then free to move outwardly and permit the contacts of switch 66 to engage and complete the circuit to solenoid 58, energizing it to retract plunger 59 to efiect pivotal movement of latching lever 6| in a counterclockwise direction out of its latching position. Thus the latching lever 6| will normally occupy a latching position as long as the landing gear wheel 13 is off the ground and the torque link 11 is in engagement with the switch actuator pin 12, and is movable from this position only when the wheel 13 is in contact with the ground to efiect compression of the shock absorber to force piston 75 into its housing cylinder I6.

It is understood that in describing the torque link 11 as the operating means for switch 56 does not limit us to only this method of obtaining the desired actuation of contact actuator pin 12 for any structural combination associated with the landing gear which on compression of thepiston I5 is adapted to efiect the operation of switch 66 to cause energization of solenoid58 and actuation of. the latching lever 6| can be utilized in the present invention.

The operation of the throttle control mechanism above described is as follows:

Considering the throttle lever I O to be in its throttle closing or engine idling position as illustrated in Figure 5 and the latch 6| to be in latching position by reason of the fact that the aircraft is in flight the throttle lever will be moved counterclockwise to open the throttle and apply power to the engine. Figure 4 indicates the position assumed by the throttle lever |0 when the throttle is full open. In advancing the throttle lever l0 from the position of Figure 5 to that of Figure 4 the lever 2| is actuated by cables |2 whereby the pin 3| carried by lever 2| will be moved from the longer leg of the L-shaped slot 36 provided by lever 33 into the shorter leg thereof riding or camming along a defining edge of this shorter leg of slot 36 and thereby applying force to the lever 33 to cause it to rotate about its pivot 34 to move the

carburetor connecting cables

45 and 46 to effect the desired engine throttle adjustments. In returning throttle lever ||l toward its neutral position pin 3| located in the shorter leg of slot 36 will carry the lever 33 with it as lever 2| is rotated clockwise gradually moving downwardly out of this shorter leg as the lever 2| approaches the latch GI and completely emerges when the throttle lever l0 reaches the position of Figure 5. The movement of throttlelever |0 between the positions of Figures 4 and 5 is used when power is-required for forward movement of the airplane. It is noted that, with latch 6| in latching position the pilot cannot move throttle lever l0 beyond the position of Figure 5 toinadvertently place the propeller in reverse pitch.

Now assuming that the airplane has come in for a landing and its landing gear 10 is extended and the wheel 13 is in contact with the ground the piston 15 will be telescoped into the cylinder 15 and the torque link 11 will have pivoted about its pivot 88 to move lug 89 out of engagement with contact actuator pin 12 permitting the latter to move outwardly of the switch 66 whereupon the contacts of switch 66 move to circuit making position to complete the circuit of the solenoid 58 to energize it. Solenoid 58 on being energized will retract its plunger 59 pivoting latch 6| counterclockwise to move it out of latching position.

' With the latch 6| so located the pilot may now actuate the throttle lever I0 to effect a braking condition. Assuming that the pilot desires to utilize the propeller-to brake the forward progress of the airplane he will move the throttle lever l0 clockwise and through the neutral position of Figure 5 to effect rotational movement of lever 2| in the same direction. This movement will carry the pin 32 provided by lever 2| into the shorter leg of the L-shaped slot 38 associated with pin 32. The pin 32 will ride or cam on a defining edge of this shorter leg to thereby apply a force to lever 33 which contains slot 38 to rotate this lever'and effect actuation of the

carburetor control cables

45 and 46 to provide power to the engine as wanted to rotate the propeller at such speeds as will give the desired braking force. The extent to which throttle lever l0 can be moved in this clockwise direction is shown in Figure 6. For in this position an end of the arcuate slot 4| has engaged the shaft l6 and lever 33 can be rotated no further about its pivot 34. The arcuate slot 4| also determines the extent of movement of throttle lever l0 in a counterclockwise direction. Figure 4 illustrates the furthest that throttle lever It] may be moved in thislatter direction, the end of arcuate slot 4| again being in engagement with shaft I6 to prevent further rotation of lever 33.

It is here noted that pin 3| carried by lever 2| effects rotation of the lever 33 to provide engine throttle adjustments when power is desired to effeet forward progress of theairplane. Pin 3| is eifective in the movement of throttle lever I between the positions of Figures 4 and 5. Pin 32 provides for movement of the lever 33 to obtain engine throttle adjustments when engine power is desired to brake the forward motion of the airplane. Pin 32 is therefore effective between the positions of the throttle lever I0 illustrated by Figures 5 and 6 to brake or back the airplane.

I It is further noted that both pins 3| and 32 rotate the lever 33 in the same directions about its pivot 34 to move the

carburetor cables

45 and 46 to adjust the throttle.

To move throttle lever |0 from its engineidling position of Figure 5 to the position of Figure 6 the pilot must apply a sufficient force to the throttle lever to cause the camming surface on lever 2| to override the detent 5 I. This insures against the pilot inadvertently moving the throttle lever l0 to bring about a braking condition. Movement of lever 2| to override detent 5| will cause the camming plate on lever 2| to move upon the contact actuating arms 61 of electric switch 68 to operate it to complete the circuit to the propeller reversing mechanism and effect a reversing of the pitch of the propeller so that it may be utilized for braking purposes. Further clockwise movement of the throttle lever til when the propeller reversing mechanism has been operated will provide additional power to the engine to rotate the propeller at the desired speed and secure the braking force wanted.

In case of failure of the-electrical system for the solenoid 58 whereby latch 6| cannot be moved to unlatched position a manuallyactuated connecting rod may be joined to the latch *BI and have an end thereof located in the pilots compartment for operation by him.

While certain preferred embodiments of the invention have been specifically disclosed it is understood that the invention is not limited thereto as many variations will be readily apparent to those skilled in the art and the invention is to be given its broadest'possible interpretation Within the terms of the following claims.

We claim:

1. In mechanism of the character described, throttle control means to effect throttle opening and closing comprisin a throttlelever, means including a pivoted member actoable to effect throttle adjustment, a plurality of means under the control of said throttle lever each adapted to separately actuate said pivoted member; one of said plurality of means being movable upon movement of said throttle lever in a first direction to rotate said pivoted member to effect throttle adjustment between oil and on, and another of said plurality of means being movable upon movement of said throttle lever in a reverse direction to rotate said pivoted member to effect throttle adjustment between oh? and on, and means operatively associated with said throttle lever and operable thereby for efi'ecting the operation of propeller reversing. mechanism.

2. Engine power control mechanism adapted to effect actuation of propeller reversing mechanism comprising a. throttle lever adapted for movement on each side of a neutral position to govern throttle opening and closing, means normally acting to restrict movements of said throttle lever to one side of its neutral position, means for effecting the operation of propeller reversing mechanism, means associated with said means for restricting the movements of the throttle lever for actuation thereof to permit movement of said throttle lever through its neutral position for power control movement on the other side of said neutral position, and means providing an operative connection between said throttle lever and said actuating means for .the propeller reversing mechanism whereby said throttle lever controls the operation of said aotuatingmeans.

3. In mechanism for controlling the power of an engine and for causing the operation of propeller reversing mechanism, a throttle lever adapted to be moved from a neutral position to power positions on each side of said neutral position, means including a pivoted member actuable by said throttle lever to effect throttle opening and closing, mean operatively interconnecting said throttle lever and said actuable means whereby the movements of the latter are under the control of the former, means operable by said throttle lever for effecting the operation of propeller reversing mechanism, releasable means normally acting to prevent movement of said throttle lever through its neutral position, and remote controlled means automatically operable to actuate said releasable means to permit movement of said throttle lever through its neutral position to operate said actuable means to effect throttle opening and closing.

4. Engine throttle control apparatus operative to actuate propeller reversingmechanism com prising a throttle lever adapted formovement on each side of a neutral position to govern throttle opening and closing, means normally acting to restrict said throttle lever for movement on one side of. its neutral position, means operative on said restricting means to. permit movement of said throttle lever through its neutral position, means actuable to effect throttle adjustments, a plurality of means under the control of said throttle lever each adapted to separately actuate said actuable means, .the position that said throttle 1ever' occupies relative to its neutral position determining which of said plurality of means is efiectiveto actuate said actuable means, and means operatively associated with said throttle lever and operable thereby fOl. efiectin the operation of propeller reversing mechanism.

5. In mechanism of the character described, a throttle lever, means including a pivoted member actuable by said throttle lever to effect throttle opening and closing, means associated with: said pivoted member and operable thereby upon movement of said throttle lever through its. neutral position for effecting the operation of propeller .reversing mechanism, movable means normally opera-ting to prevent said pivoted member acting to eiiect the operation of the propeller reversing mechanism and remotely controlled means for moving said movable means to inoperative position.

6. Apparatus for controlling engine power and for efiecting the operation of propeller reversing mechanism comprising a throttle lever, a pivotal member for effecting throttle opening-and closmg, a pivotal member providing an operative interconnection between said throttle lever and said first mentioned pivotal member whereby the throttle lever can move said first mentioned pivotal member, and means actuable by one of said pivotal members for operating propeller reversing mechanism.

7. Apparatus for controlling engine power and iorefiecting the operation of propeller reversing mechanism comprising a throttle lever, apivotal member for efiecting throttle opening and closing, a pivotal member actuable by said throttle lever,

a'pair of means adapted to be moved by said throttle lever to interconnect said pivotal members for common movement, with one of said pair of means being movable into interconnecting position upon movement of said throttle lever in a first direction and the other being movable into interconnecting position upon movement of said throttle lever in reverse direction, and means for operating propeller reversing mechanism, said means being operatively connected to said pivotal member actuable by said throttle lever.

. 8. Apparatus for controlling engine power and for efi'ecting the operation of propeller reversing mechanism comprising a throttle lever, a pivotal member for effecting throttle opening and closing, a pivotal member actuable by said throttle lever, pin and slot means interconnecting said pivot-a1 members for common movement, and means for operating propeller reversing mechanism, said means being operatively associated with said pivotal member actuable by said throttle lever.

9. Apparatus for controlling engine power and for effecting the operation of propeller reversin mechanism comprising a throttle lever having a neutral position and adapted to be moved on each side of this neutral position to control engine power, a pivotal member for effecting throttle opening and closing, a pivotal member actuable by said throttle lever, a plurality of pin and slot means individually and separately operative to provide interconnection between said pivotal members for common movement, the position of said throttle lever relative to its neutral position determining which of said pin and slot mean is efiective to provide said interconnection, and means for operating propeller reversing mech anism, said means having an operative connection with said pivotal member actuable by said throttle lever.

10. Apparatus for controlling engine power and for effecting the operation of propeller reversing mechanism comprising a throttle lever, a movable member for effecting throttle opening and closing, a pivotal member actuable by said throttle lever, means providing an operative interconnection between said movable member and said pivotal member, means actuable by said pivotal member for operating propeller reversing mechanism, and means operative on said pivotal member to prevent actuation by the pivotal member of the means for operating propeller reversing mechanism.

11. Apparatus for controlling engine power and for efiecting the operation of propeller reversing mechanism comprising a throttle lever having a neutral position and being adapted to be moved on each side thereof to control engine power, a movable member for efiecting throttle opening and closing, a pivotal member actuable by said throttle lever, means interconnecting said movable member and said pivotal member whereby the latter effects movement of the former, latch means engageable with said pivotal member to restrict the movements thereof and prevent movement of said throttle lever through its neutral position, means associated with said pivotal member for operating propeller reversing mechanism, said means being operative when said throttle lever is movable through its neutral position, and means for moving said latch means to release said pivotal member to permit movement of said throttle lever through its neutral position.

12. Apparatus for controlling engine power and for effecting the operation of propeller reversing mechanism comprising a throttle lever having a neutral position and being adapted to be moved on each side of said neutral position to control engine power, a movable member for efiecting throttle opening and closing, a pivotal member actuable by said throttle lever, a first means operatively interconnecting said movable member and said pivotal member whereby the latter may move the former when said throttle lever is movable on one side of its neutral position, a second means for operatively interconnecting said movable member and said pivotal member for movement together when said throttle lever is movable on the opposite side of its neutral position, latching means engageable by said pivotal member to restrict the movementsthereof and prevent said throttle lever being moved through its neutral position, means actuable by said pivotal member for operating propeller reversing mechanism, said means being operative when said throttle lever is movable through its neutral position, and means for moving said latching means to release said pivotal member whereby said throttle lever may be moved through its neutral position and thereafter moved to control engine power.

13. In an airplane, landing gear, mechanism for controlling the power of an engine and for effecting the operation of propeller reversing mechanism comprising a throttle lever, means actuable by'said throttle lever upon movement of said throttle lever on each side of its neutral position to efiect throttle opening and closing, means for operating propeller reversing mechanism, said means being associated with said actuable means and being operable thereby on movement of said throttle lever on a predetermined side of its neutral position, and means under the control of said landing gear for controlling the operation of said actuable means whereby said means for operating propeller reversing mechanism may be operated by said actuable means only when said landing gear is in contact with the ground.

14. In an airplane, landing gear, mechanism for controlling the power of an engine and for causing the operation of propeller reversing mechanism comprising a throttle lever adapted to be moved from a neutral position to power positions, means actuable by said throttle lever to effect throttle opening and closing, means operatively interconnecting said throttle lever and said actuable means whereby the movements of the latter are under the control of the former, means operable by said throttle lever for effecting the operation of propeller reversing mechanism, releasable means normally acting to prevent movement of said throttle lever, through its neutral position, and means under the control of said landing gear for actuating said releasable means to permit movement of said throttle lever through its neutral position to operate said actuable means to effect throttle opening and closing.

15. In an airplane, landing gear, engine power control mechanism adapted to eifect actuation of propeller reversing mechanism comprising a throttle lever adapted for movement on each side of a neutral position to govern throttle opening and closing, means normally acting to restrict movements of said throttle lever to one side of its neutral position, means for controlling the operation of said movement restricting means and adapted to actuate it to permit movement of said throttle lever through its neutral position for power control movement on the other side of said neutral position, means operatively interconnecting said controlling means with said landing gear whereby said controlling means is operative only when said landing gear is in contact with the ground, and means operatively associated with said throttle lever for efiecting the operation of propeller reversing mechanism.

16. In an airplane, landing gear, a throttle lever, means actuable by said throttle lever to eiiect throttle opening and closing, means associated with said actuable means and operable thereby for efiecting the operation of propeller reversing mechanism, movable means normally operating to prevent said actuable means acting to effect the operation of the propeller reversing mechanism, means for effecting the actuation of said movable member to inoperative position, said latter means being disposed on said landing gear and having an operative connection therewith whereby the landing gear controls the operation thereof so that it cannot efiect the actuation of said movable member to inoperative position unless said landing gear is in contact with the ground.

17 In an airplane, landing gear, engine throttle control apparatus operative to actuate propeller reversing mechanism comprising a throttle lever, movable means for effecting throttle opening and closing, means interconnecting said throttle lever and said movable means whereby the former may effect movement of the latter, means controlled by said throttle lever for the operating of propeller reversing mechanism, electromagnetlcally operated latch means engageable with said interconnecting means to prevent said throttle lever operating said means for operating propeller reversing mechanism, an electric switch means disposed. on said landing gear, said electric switch means being adapted to control the movements of said electromagnetically operated latch means, and means carried by said landing gear for operating said electric switch means when said landing gear is in contact with the ground to effect actuation of said electromagnetically operated latch means to unlatching position to disengage said interconnecting means to permit said throttle lever to be operated to effect actuation of the 14 means for operating propeller reversing mechanism.

WILLIAM M. GILES. CLEMENT M. KUCERA.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS